Improved rail way-oak brake



Q enital.

V. r l W tater gem dime. W W

STEPHEN RANDALL, OF CENTREVILLE, RHQDE ISLAND.

Letters'latent No. 83,728, dated Not-ember 3, 1868.

The Schedule referred to in theseLettei'g Patent and making part of the same.

To all whom it may concern Be it known that I, STEPHEN RANDALL, of Centreville, in the county of Kent, and State of Rhode Island, have invented anew and improved Railroad-Gar Brake and I do hereby declare that the following is a full, clear, and exact description thereof, which will enable others skilled inthe art to make and use the same, reference being had to-the accompanying drawings, forming part of this specification, in which- Figure 1 represents an inverted plan view of a railroad-car provided with my improved brake.

Figure 2 is an inverted plan view of a horse-car provided with the same.

Figure 3 is a detail front view of the same.

Similar letters of retlerence indicate corresponding parts.

This invention relates to an iln novenicnt in carbrakes, and it consistsin the construction of the grooved eccentric with the sleeve bearing the friction-disk, the

shoulderupon'the car-whcel'or axic','a'n'd with the brake to one car, each truck having two axles and their wheels. In fig. 2 is shown a car with but two axles and their wheels.

F is a sleeve, sliding on one of the axles B, and allow. ing the axle to turn loose in it. The sleeve F has a truncated-conical, a convex, or any other suitableshaped end, a

Upon the sleeveE is formed, or fastened in any proper manner, a grooved" eccentric, F, to which the end of the brake-chain-or chains is secured. The object of this eccentric isto produce an increased leverage for winding up the chains upon the sleeve.

G is a shoulder, formed on the same axle B on which the sleeve F is arranged.

The shoulder G has a face, shaped so that the end, a, of the sleeve will fit tight against it, so that, whenever the sleeve is moved towards the disk G, it will, by the diction of the rotating disk, be carried around with the axle.

The wheels 0 may, if desired, form the motion-disk, as shown in fig. 2.

The friction-clutch F is operated by means of a lever, H, which pivoted to the under side of the car-platform, or to the truck-flame.

The lever H can be operated by means of a chain, c, and lever, I, the latter being pivoted to the platform, or to another portion of the car, as indicated in By pressing with the foot upon the lever I, the lever H will be turned so as to carry the clutch F against the disk G. The sleeve F will then be turned with the axle, and will wind a chain, 11, around the eccentric, F, to which one end of said chain is fastened, the other end being attached to a brake-head, J, or to a lever, e,

secured thereto. By winding the chain cl around the grooved eccentric, the brake-head will be cha-wn towards the sleeve, and the shoes f on such brake-head will be pressed against the wheels C. The chain d being thus stretchedythe sleeve IE will remain stationary, as it cannot be tinned any further, on account of the stretched chain. The sleeve will then also serve to brake its own axle, B, as it is held stationary against the face of the rotating disk Gr. Thus, as soon as the lever I is moved, the brakes will be applied to all the four wheels. To transmit the required motion to the other truck, a

chain, 'g, maybe secuied to theeccentric, F, or to the lever H with one end, and with the other end to a lever, K, on the other truck, as in fig. 1, which lever K may either serve to operate the brake-heads J J on its truck, or to operate a sliding clutch on one axle and a brake-head on the other axle, in the same marnier as the lever H operates them on the first truck.

The head J, on the truck on which the leverHis used,

or rather the lever e on each head J, may, by meansof a rod or chain, 'i, be connected with another head, J, which acts on the same wheels on which theirictionclutch already acts, and which is, consequently, unnecessary.

For allowing the brakes to be operated from either end of the car, a chain, j, is attached to the lever H,

a and extends, as shown, to the opposite end of the car,

to a lever, 1, arranged thereon. By means -of chains, rods, or ropes attached to the lever H, a series of cars may be connected with each other and with the engine of train, so that, when the engineer moves his lever I, the brakes will be applied to all wheels throughout the train, while still the brakes on all cars can be separately acted on by their own brakemen.

By means of a spring, Z, the levers and brakes are brought to their original position as soon as the pressure on the lever I ceases.

In horse-cars, as in fig. 2, the device is arranged substantially as on the truck first described.

herein described, for the purpose specified:

r STEPHEN RANDALL.

Witnesses WM. F. MCNAMARA, ALEX. F. Ronnnrs. 

